DSP&P Alpine Tunnel

11 , 608 feet high and 1 , 800 feet long

By John Norwood out there to haul goods to, and gold, silver tin ental Divide? So they forgot the old moun­ Photos courtesy of the and coal, cattle , sheep and lumber for the tain dwellers' axtom, "Never climb over Colorado Historical Society backhaul. anything you can go around." Illustration by Tonnie Draper The D&RG led the way and set the stage These magnates were optimistic gamblers. by opening the Rio Grande segment, the San They believed the resources of the new em­ uring the first three decades of rail Juan, Grand River Valley and Utah. Mining pire would last forever. Droad building in Colorado, there was of all types boomed, farmers flocked in and Eight great "backbones" were either pierc­ a lemming-like aspect to the suicidal ten­ cattle or sheep raisers were already there or ed or grades laid over them at exorbitant coming. dency of the builders to start at a point costs, gauged by the value of money at the NO LOGIC USED time. New and novel engineering and con­ on the Front Range and pick a point on Each of these began immediately to de­ struction methods were devised as each new the Western Slope to which they intend­ mand railroads and starry-eyed railroad problem arose. Each new area reached by rail ed to go. Then they started laying down magnates listened without applying any logical produced enough revenue during the first track toward it. engineering or economic standards to their decade after arrival to pay the building costs. Hell and high water or the highest, roughest decisions to give the people what they But after the first exuberant activity, the terrain of the main Rocky Mountain ranges wanted. What did it matter that each of these resources began to be depleted and profits for could not stop them. Cost of building? No one newly opening areas was just beyond or en­ the railroads became less year by year. Event­ worried, for there was a whole new empire circled by the high barren peaks of the Con- (Continued on page 16)

15 A settlement was reached whereby the D&RG was conceded Leadville. DSP&P was granted the Pitkin-Gunnison (Colorado) country. The AT&SF had lost the Royal Gorge War and John Evans primarily wanted the Pitkin-Gunnison area. As a reward for beating the Santa Fe at Royal Gorge, Gould went along with the D&RG having priority to Leadville. The D&RG was building toward California Gulch (Leadville) and granted DSP&P trackage rights from Nathrop (on Arkansas River) to Leadville. D&RG entered Leadville in July, 1880. DSP&P was creeping from Nathrop on a shelf above Chalk Creek westward. It reached St. Elmo in December, 1880 and paused there awaiting work on the Alpine Tunnel. John Evans had started work on this tunnel in 1879. Romley and Hancock were reached in August 1881. Drilling of Alpine Tunnel was in charge of an engineer, James A. Evans (no relation to John), an old friend of General Dodge from KP and D&RG days. One of his first tasks was building a wagon road to aid construction . The contractor who built the road was one of the tunnel contractors. He spent $25,000 on the road and $50,000 for tunnel supplies, then went bankrupt. Location of the tunnel was under Altman Pass (12, 124 feet). This pass was found by a stage driver, "Colonel" Henry Altman while hunting for a wagon route from St. Elmo to Pitkin. CONSTANT ATTENTION The east portal located two miles from Romley at an elevation of 11,600 feet was presumed to be in a geologic structure that would have had the tunnel bored through solid rock. This proved inaccurrate, for the tunnel on completion was in a structure that was 95 per cent deteriorated granite and loose stone. A flow of water throught the structure was also present. Due to the short length of the tunnel, this flow presented operating prob­ lems by ice accumulation during winter This 1975 photo of the DSP&P Alpine Tunnel shows about 300 feet of the interior from the months. It also made constant attention and first big rock fall toward the apex of the tunnel and the east portal beyond. maintenance of the track structure mandatory. The unstable nature of the structure re­ quired importation and use of 12" x 12" red­ (Continued from page 15) • DSP&P - Alpine Tunnel - 11,608 feet. wood timbers and lagging. The tunnel, 1,800 ually the rails were pulled up and the once • Moffat Road (D&NW-D&SL) - Corona feet long, was 12 feet wide and 17 feet high. prosperous communities they served deteri­ (Rollins) Pass- 11,680 feet. (Hagerman The apex at the center point was at an eleva­ orated to ghost town status. Tunnel and Corona were standard tion of 11,608 feet. When train operation These eight cloud-busting rail lines that gauge, the others were narrow gauge. began, and as the tune! was used, a bright red competed for the honor of claiming theirs was Moffat Road was Johnny-come-lately. light was kept burning at the apex to serve as the highest were: Corona was not topped until 1904.) a marker to locomotive engineers to know • D&RG, Cumbres Pass - 10,015 feet. Building and operating the Central Pacific when the apex had been reached. A total of (The Cumbres and T oltec Scenic still portion of the first transcontinental railroad 11,608 feet at the apex represented a record operates a subsidized passenger attrac­ was heroic, but there were features related to achieved by any American railroad until the tion during the summer and early fall . the eight in Colorado that equalled or sur­ Moffat Road topped Corona (Rollins) Pass. Its future is uncertain.) passed those of the CP. The West Portal was at the headwaters of • D&RG, Marshall Pass - 10,856 feet. The Alpine Tunnel was one such. As 1880 Middle Quartz Creek near Brittle Silver Basin • Silverton Railroad - Sheridan Pass - neared, there was intense rivalry between at the foot of Tomichi Pass on the trail from 11 , 113 feet. Palmer (D&RG), John Evans/ Jay Gould White Pine. To reach the tunnel, the railroad • Colorado Midland- Hagerman Tunnel (DSP&P) and the AT&SF RR for access to climbed vertically 4,500 feet from the Arkan­ - 11, 500 feet. Leadville. (The D&RG and AT&SF had a sas River in a distance of 21 miles. At the West • DSP&P /C&S - Boreas Pass - 11,482 second contest going involving the Pueblo­ Portal was a snow-shed 650 feet long; at East feet. Denver route and Palmer's drive to Santa Fe. Portal was one 150 feet long. No ventilating • DSP&P /C&S/DRG (Blue River Line) The Tri-Partite Treaty solved the latter system was required, as a strong, constant - Fremont Pass - 11,320 feet. contest.) (Continued on page 18) 16 ABOVE. The rear car of this passenger train just clears the snowshed located at the east portal of the Alpine Tunnel. The train was stopped here on April 30, 1896 for a brake test before starting the descent on the steep grade to Hancock. BELOW. Hancock, Colorado, shown here in 1888, would become a ghost town with the last train run out in 1926.

17 (Continued from page 16) Hancock eastward to carry the last remain­ munity was called Murphy's Switch. A wind kept it clear of smoke. However, one ing miners and their possessions away. Han­ telpherage system 5,000 feet long moved ore locomotive engineer, "Dad" Martinez, did die, cock became a ghost town. A few crumbling from mine to rail side. apparently of carbon monoxide fumes on his cabins and a mine up behind the city is all that Alpine Tunnel station was necessary to ac­ engine while it was stalled in the tunnel. remains, plus the scars on the mountains of commodate the employees it was necessary This death, plus the death of 45 miners due the railroad grade. to permanently assign there. In addition, train to a premature firing of explosive materials, ST. ELMO and engine crews during the winter months and several other deaths from rock falls or St. Elmo was called Forest City when the had to be housed and fed during snow block­ shifting timbers, did result in a legendary story tunnel was being drilled. It was so incor­ ades or for other reasons. There was a stone of bad luck in the tunnel-"The Curse of the porated in 1880 and was the biggest and most enginehouse with coal bins and water tank, Alpine". colorful city in the district. The U.S. Postal a bunkhouse and quarter for an agent, a tel­ Alpine Tunnel was holed through Decem­ Service demanded a name change, and St. egrapher and a watchman, whose duty it was ber 21 , 1881 at a cost of $242,090: a great Elmo was the result. It was an active station to patrol the tunnel and approaches. sum at that time for building just one-third of and community, and flourished during the There was a company eating house oper­ a mile of railroad track. But John Evans was 80s and 90s. Population varied depending on ated by a robust type woman who bragged not losing any sleep; he sold the DSP&P to mining activity from 1,500 to 3,000. she cooked and served the best antelope Jay Gould on November 9, 1880. It had ta­ Remley was built around the Mary Murphy steaks west of the Mississippi. DSP&P peo­ ken 699 days to put a hole under Altman Mine which was discovered in the mid 70's. ple, while talking to her agreed, but among Pass. This one mine contributed greatly to the ac­ themselves commented, "I wish all the ante­ The first train run through the Alpine Tun­ tivity and prosperity of Hancock, Romley and lope in South Park would die and disappear nel reached Woodstock on the Western Slope St. Elmo . With the arrival of the DSP&P, min­ so we did not have to eat it every day." in June, 1882 and Pitkin in July. The DSP&P ing activity boomed. For a while the com- reached Gunnison September 1, 1882, more BD than a year behind the D&RG which laid rail into Gunnison on August 8, 1881. ADD TO LEGEND A doubleheader freight train with helper locomotive at rear pauses on an undisclosed sec­ The first train added to the legend of "The tion of the Alpine Tunnel route. Note the airhose on the pilot and the link and pin coupler. Curse of the Alpine." Twenty DSP&P officials and wives riding in a Pullman sleeper behind Engine No. 11 , the Ouray, had to "join the bird gang" and jump from the car when it became evident the engine and car was go­ ing to "run wild". There are no details, ex­ cept DSP&P Chief Engineer L. H. Eicholtz suffered a broken arm and leg. The balance must have landed in a cushioning snowbank. The Alpine Tunnel was one of the more notable features in the history of the DSP&P which began in 1872. From 1880 until1889, after being acquired by Gould from Evans, it continued building toward other mining booms, Leadville and Breckenridge, and the .~ . It Baldwin coal fields. was sold to the Union \t,. Pacific in 1881 but continued operating as the DSP&P. The operating title was changed in 1890 to the Denver, Leadville and Gunnison Railway. Corporate stock and management was vested in an entity consisting of the UP and the Denver Gulf Railway. The Colorado and Southern acquired ownership in 1898; the Chicago, Burlington and Quincy in 1908. The last two owners used a C&S insigne but for its entire life railroaders and others always called it the South Park. Hancock was a focal point for operations involving Alpine Tunnel. Large crews work­ ed continuously in winter fighting snow. There were many snowsheds but much plowing and hand shovelling was still required. Snowslides were frequent, often burying or derailing trains. One snowslide buried 13 men, women and children under 30 feet of snow. Eastward trains arrived Hancock with wheels and brakeshoes hot and smoking, for the grade from the east portal to Hancock required heavy and severe braking. Mark Twain, a passenger on one train arriving at Hancock, remarked that the ride was one of the most awesome experiences of his life . The last train ran through Alpine Tunnel in 1910. But in 1926 a train was run out of

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